paulr33

press UP press RIGHT to clear the max value

its the same as the normal GTST airflow meter both are 70mm OD so it should suit either. its just the z32 has a higher calibrated voltage scale

the standard powerfc is ljetro, that is, it expects an airflow meter to measure engine load. you can't just convert it to map sensor, nor would u want to. stick with what you have.

you can buy either, its upto you both do the same job read the powerfc faq (in my signature) for the differences between the normal powercfc, the ap engineering model and the power fc pro versions. the price on nengun includes shipping usually, if you are logged in and set your location preferences. it should take around 2 weeks for delivery.

yeah it will be too small for the 3 litre im pretty sure it will die in the top end and choke

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ive got one, its serial version, it will be sucky and unstable on a usb dongle converted interface. try it if u want, i did and it sucked, kept disconnecting. its pretty basic just u can see the normal sensors (which are on the dash anyway) and you can datalog all the sensors. its only useful if you can change stuff (like with the powerfc hand controller) but u can borrow if you wish

how odd, wierd plug as well, did it come with the plug or is that your stock afm plug (looks like it). what did u ask nissan for ? how much was it new ?

read the faq in my sig, covers all the software options for the powerfc

in theory yes you could, the powerfc faq has a diagram that cubes did to identify the wiring differences between rb20 and and rb25 so if you could just make those changes, it should be fine

what the? hmm can u show us label of the new q45? ive only known there to be 3 wire q45s

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read the powerfc faq (in my sig), its covered in there. it lists the steps to do it. people have done it, im not sure how "safe" it is however, it shoufd be ok. not sure what happens when it can't detect the vct

technically it can yes, the rb20 ap engineering powerfc is an rb25 ecu with two injector wires flipped around to work. wether this is a good idea or not, is another story

stock ecu has rev cut at 2500rpm if afm is busted check plug try again change afm for a known working one try again

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c'mon peoples. this is gonna be a kick ass week away in up nsw. take time off your jobs and come and get away, you all have annual leave i know it. ive got like over a month of annual leave backed up so lots of you should have some as well. we are even visiting a certain workshop in sydney on the thursday which should be good and educational as well

I dont see why you would keep picking wierd unused unheard of turbochargers. There are plently of proven well backed up turbochargers for the gtst, theres literally 20+ pages of dyno cheets to scroll through. For the sake of saving $500 and dealing with extra lag, crap response, mistmatched exhaust + dump housings is it really worth it?

well that may explain why it moves diagnoally then, if in fact it does once its on max boost. so is there some form of scaling it uses, given that when you are on max boost, tps will be 3.9v or whatever the max is. rpm will keep increasing on the RPM axis so would LOAD move down anymore?

nah its fine, no problems from me at all. we are all here to learn and discuss. after dicussing this on the datalogit forums and writing up the ljetro vs djetro in the powerfc faq it was clear where the load axis calculation comes from, and its only map sensor signal. so once you are on max boost it will be stagnant from there on, so yes it should shoot across the horizontal axis after that. that is load will never increase anymore. the calculation to work out load on the djetro powerfc is simply Appexi Djetro Load Calculation: LOAD = Map Sensor Offset * Map Sensor(PIMV) so it doesnt care about rpm, tps or anything. there are corrections applied to the map around TPS and rpm but they don't apply load offsets, such as making it move down more in higher rpm or tps load. if it is in fact moving diagnoally on max boost then there must be some explanation for it, we just dont know what it is. it would be great to see a djetro "map trace" of say a 3rd gear run from idle to redline, an extra bonus would be datalogit logs of the same run or sequence. with afms maxing, if they hit the ceiling value of 5v they can still flow more air, well logic says they can, it just can't show any more "resolution" to the ecu, so the load will never change, which is the same as map sensor. i am unsure when z32s would become a bottleneck due to physical size.

thanks gav, at least we have some real world experience. why one would make more power is beyond me, could it be the tuners who do the djetro setups spend more time on the tune, thus tuning it better? how much did the djetro tune cost? i guess the difference of pipework and inlet can make a difference, but i wonder if you relocated a single q45 as an example you would see the same throttle snappy response. this sounds like it would also eliminate the compressor or afm shuffling or chuffing. good thinkin 99

i cant see it giving better throttle response, there is no logic behind it why it would, if anything it would be worse. as the djetro looks purely at pressure. the ljetro measures airflow directly into the system, which says to me it would logically (at least) give better response and accuracy. i also can not under any logic whatsoever see how the djetro would give better fuel economy. theres no magical button or feature that would make fuel economy better pressure != air volume

as dirtgarage have said more often than not its much better and easier to keep the ljetro setup and use that. even if the cost to change to djetro was $0 (which its not) i still would stay with ljetro.